Internal-combustion engine



J. L. HAND.

INTERNAI. COMBUSTION ENGINE. APPLICATION FILED DECQZ, 1916.

I,350,607.- Patented Aug. 24, 1920.

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J. L. HAND.

INTERNAL coMBusTmN ENGINE.

APPLICATION FILED DEC. 2, 1916. 1,350,607. Patented Aufn 24, 1920.

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I. L. HAND.

INTERNAL COMBUSTION ENGINE.

1,350,607' AFPLICAI'ION FILED DEC. 2. |916. 24,

I3 SHEETS-SHEEI 5.

J. L. HAND.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED DEC. 2. 191e.

1 350,607 Patented Aug. 24, 1920.

13 SHEETS-SHEET 6.

J. L. HAND.

INTERNAL coNBusTloN ENGINE.

APPLICATION FILED DEC. 2 1916.

1 8 50, 607 vPatented Aug. 24, 1920.

13 SHEETS-SHEET 7.

l. L. HAND.

INTERNAL COMBUSTlON ENGINE.

APPLICATION FILED DEC.2, I9l6.

Patented Aug. 24, 19ML I3 SHEETS-SHEEI I3A Manuf J. L. HAND.

INTERNAL'COMBUSTION ENGINE.

yAPPLlCATlON FILED DEC.2, |916.

Patented Al-lg. 24, 1920.

13 SHEETS-SHEET 9.

J. L. HAND.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED DEC. 2| 1916.

PandAug. 24,1920.v

I3 SHEETS-SHEEI l0.

Patented Aug. 24, 1920.

` 'I3 SHEETSSHEE Il.

J. L. HAND.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED Dsc. 2. 191s.

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1. L. HAND..

INTERNAL CQMBUSTION ENGINE.

APPLICATION FILED DEC. 2,1916. 1,350,607.

PatentedAug'. 24, 1920.

13 SHEETS-SHEET l2.

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INTERNAL CoMBusTloN ENGINE.

Patented Aug. 24, 1920.

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. APPLICATION FILED DEC.2| 1915. LO?.

UNITED STATES JUDSON LELAND HAND, OIE' SANGER, CALIFORNIA.

INTERN AL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Aug. 24., 1920.

.Application led December 2, 1916. Serial No. 134,725.

To all whom t may concern Be it known that I, JUDsoN LELAND HAND, a citizen of the United States, residing at Sanger, in the county of Fresno and State of California, but formerly residing at Pelham, in the county of Mitchell and State of Georgia, have invented certain new and useful Improvements in Internal- Combustion Engines; and I do hereby declare the following to be a full, clear, and exact description of the same when taken in connection with the drawings forming part of this specification.

In order that the objects of the present invention may be more clearly understood its advantages will be pointed out in comparison with brief statements of the faults and limitations existing in internal combustion engines of recognized types, the advantages of an engine embodying the present improvements preminently adapting the engine for motor vehicle propulsion, traction, marine propulsion, including submarine propulsion and general utility where maximum eiiiciency and availability of substantially maximum power in starting or at low speed is desirable. The/'objects and advantages of the invention may be briey summarized as follows: i

1. To provide an engine in which the col' lection or accumulation of carbon within the combustion space is beneficial rather than detrimental to its operation.

2. To provide an engine in which a greater portion of the heat energy of the fuel is transformed into mechanical energy especially at light loads.

3. A further object of the invention is to provide an engine which may be operated with a liquid fuel of high boiling temperature.

4. A further object of the invention is to provide an engine which may be inherently started and which will have immediately available its maximum power.

5. A further object of the invention is to provide anlengine which will dispense with the necessity of employing a complicated system of electrical ignition and provide a system of ignition which will be simple and infallible, the heat forinaugurating ignitijon of successive chargesy being produced as an incident to the design and operation.

6. further object of the invention is to provide an engine in which the power factor will be unchanged by operation at full load for long periods of time or by differences in altitude.

7. further object of the invention is to provide an engine in which the direction of rotation may be readily reversed by simple means requiring little effort on the part of the operator. A

8. further object of the invention is to provide an engine with which the employment of fly wheels, clutches and torque ratio changing gears are unnecessary for e'ective vehicle propulsion and traction.

Other objects and 'advantages of the invention will hereinafter appear and the constr uctive features to which they are due pointed out particularly in the appended claims, for besides the foregoing enumerated objects of the invention, the invention has for a further object to provide many novel details of construction and combinations and arrangements of parts to which reference is unnecessary aside from the description of the mechanical construction.

Referring to the accompanying drawings in which like reference numbers indicate the same parts,-

Figure 1 is a plan view of the engine.

Fig. 2 is an elevation with part of the power motor -in section.

Fig. 3 is a section in a vertical plane, through the cylinders of the compressor motor and in a plane at 45 with the vertical through the first and second stage cylinders of the compressor.

Fig. 4 is a transverse section in ay vertical plane through the cylinders of both motors adjacent tothe compressor end.

Fig. 5 is an end elevation of the engine viewed from the compressor end.

Fig. 6 is a plan of the lower half of the crank case of the'engine and a section in a plane at 45,0 with the horizontal through the third and fourth stage cylinders of the compressor.

Fig. 7 is a transverse sectional view in a vertical plane through the compressor, the plane of the section coinciding with the axes of the respective cylinders.

` Figs. 8, 9, 10 and 1l are sections through the iirst, second, third and fourth stage cylinders of the compressor in planes indicated by lines 8-8g 9 9; .l0-1() and 11-11 of Fig. 7.

Fig. 12 is a horizontal section through the rotary valve chambers with the valves shown in plan.

Fig. 13 is a transverse section in a plane indicated by the line 13-13, Fig. 12, through the rotary valve chambers.

Fig. 14 is 'a section in a vertical plane through the throttle valve chamber on the line 14-14 of Fig. 12.

Fig. 15 is a horizontal section through the throttle valve chambers with the valves removed.

Fig. 16 is a section in a vertical plane 1ndicated by the line 16-16, Fig. 15, with the valve in place.

Fig. 1T is an elevation of the throttle valve and valve seat.

Fig. 18 is a plan vi ew of the throttle valve seat.

Fig. 19 is a section through a portion of the throttle valve on the line 19-19 of Fig. 1G.

Fig. 20 is a plan of one of the rotary valves.

Figs. 21, 22, 23 and 24 are transverse scctionsthrough the rotary Valve in planes 1ndicated by lines 21-21; 22-22; 23-23; and 24424, respectively, Fig. 20.

Fig. 25 is a development of the rotary valve, also showing the ports in the valve seat.

Fig. 26 is a vertical section through the fuel pump in a plane perpendicular to the axis of the crank shaft of the engine.

Fig. 27 is a section through the fuel pump chambers in a plane indicated by line 27--27, Fig. 26.

Fig. 28 is a horizontal section through the fuel and lubricant pump in plane indicated by the line 28-28 of Fig. 26.

Fig. 29 is a section through the lubricant pump in the plane indicated by line 2.9-29, Fig. 28.

Figs. 30 and 31. are pressure-volume and temperature entropy diagrams of the cycle.

Fig. 32 is a plan view of the fuel distributing tube and ducts.

Fig. 33 is an elevation of the same.

Fig. 34 is plan of the throttle controlling levers.

Fig. 35 is an elevation of same.

The engine which as a whole comprises a complete thermo-dynamic unit embodies in its construction elements which. for a complete understanding of the invention.I may be best described separately in detail. although it will be understood that each of the elements is mutually dependent upon the other in the attainment of the objects accomplished.

Primarily. and for a more ready comprehension of the structure depicted in the accompanying drawings, it may be stated that there is an internal combustion motor, which may be conveniently designated as the propulsion motor and indicated geuerally in the accompanying drawings by the numeral 1. There is also a second internal combustion motor, which may be conveniently designated as the compressor motor, indicated in the accompanying drawings generally by the numeral 2, and there is. in addition, an air compressor which is driven by the compressor motor and this is indicated generally in the drawings by the numeral The air compressor embodies in its construction means for effecting a four stage compression, the first stage pressure cylinder being indicated at 4, the second stage compressor cylinder at 5, the third at 6, and the fourth at 7.

Both the propulsion motor and the compressor motor are provided with rotarv valves and the chambers of these valves are indicated at 8 and 9, respectively, while the valves within these chambers are indicated by 11 and 12, respectively. The throttle valve chamber in which the throttle valves for both engines are located is shown at 1U and the fuel pump lfor supplying fuel under pressure to the respective motors is indicated at 13.

A generator of electrical energy 192. Figs. 1 and 3, for ignition and lighting or other purposes is driven by chain from compressor engine crank shaft. This generator is rigidly fastened to the crank case and is thoroughly lubricated and dust-proof. The load imposed on the motor by said generator must be sufficiently small to be negligible.

The two internal combustion motors are, insofar as the cylinders. pistons and crank shafts are concerned, similar to ordinary internal combustion engines, and they are each preferably of the four-cyliinler type, each cylinder being adapted to operate with a power stroke at ever revolution with the reresult that one or more pistons is always in position to exert torque on the crank sha tt. and' the torquel efforts are very uniformly distributed.

The pistons 131 and 139 for the lubrieating oil and liquid fuel pumps are preferably driven from the crank shaft of the compressor engine through means which will be hereinafter more specifically referred to, and the said crank shaft also drives a fan for cooling purposes either by way of forcing the air to travel over extensive external surfaces of the compressor, formed by ribs or equivalent radiating projections. or both, in the manner stated, and by drawing air through a radiator of ordinary construction which may be associated with the water-jaeketed spaces of the engine in the well understood manner.

The relation between the compressor', the

compressor motor and the propulsion motor, whereby the thermo-dymunic eflicienc of the structure is attained, will be pointed out after a detail description of the various parts.

` Air compressm.

In its general design the compressor adopted for illustrating the invention is of the multiple cylinder type with the cylinders arranged at an angle of 90O with relation to each other around the crank shaft and the pistons of opposite cylinders are connected together through a yoke in which slides a bearing yfor a single crank. The multiple cylinders are preferably of diderent diameters to effect compression in successive or multiple stages and for this purpose they are connected by ports and passages which will be presentl referred t0.

Referring particularly to figs. 3, 5 and 7, air is drawninto the first-stage cylinder 4 through inlet or suction ports 14, 15, 16 and 17 and discharged from said cylinder through the duct, or, more properly, first receiver, 18, to the ports of the second-stage cylinder 5, and from the latter the air is discharged on the opposite side of the cylinder 5 through a second duct or receiver 19 to the third-stage cylinder 6; thence through a third receiver 20 to the fourth-stage cylin.- der 7; and, finally, it is delivered through the discharge pipe 21 to the throttle valve chamber of the compressor and propulsion engines, indicated at 10, and also into the compressed air drum 22 which is conveniently located at one side of the engine. The purpose and function of drum 22 is to provide for the storage ofi a large volume of air under pressure, in orderl to dampen pressure fiuctuation in the system and to store energy in the form of an elastic compressed fluid for starting the engine system, as Will be apparent When the structure is fully understood.

The ratio of the areas of the pistons 0fv the multi-stage compressor is such that an equal amount of Work is done in each cylinder, and during compression, the fan 23, Figs. 1, 2 and 3, propels a current of air over the exterior surfaces of the compressor cylinders and their receivers, pro ortional in Weight to the air compresse by the operation of the pistons, since these tivo weights of air are proportional to. the speed of rotation. The exterior formation of the cylinders and their cross passages or receivers gives in effect a rib-like or radiating flange effect to facilitate the dissipation of heat and consequently, as the cooling surface is large and the air velocity of the cooling air over the surface is high, the transfer of heat from the air undergoing compression, to the air current propelled by the fan, isisufficiently rapid to maintain at approximately uniform temperature the air undergoing compression.

The pistons of the .compressor cylinders are reciprocated by a single crank pin 69 carried by the compressor engine crank shaft in `conjunction with bronze cross head blocks sliding on the case-hardened surfaces 70 of the yokes or cross heads 71, 72, Which are adjustable for wear and are maintained rigidly in line by being built in tvvo identical parts held together by bolts 78 passing through bosses 79. rlhe pistons are threaded on the ends of rods 80a', 80h, 80C, 80d, and are packed by rings 81a, 81h, 81C, 81d. These piston members reciprocate Within the cylinder barrels 82, 83, 84, 85, which closely fit the cylinder heads at each end, but opposed ports 86, 87, 88, 89 are cut through the cylinder barrels for the passage of air, said ports extending throughout a major )ortion of the periphery 0f the barrel. ylindrical pressure balanced slide valves 90,91, 92, 93, open these ports in correct sequence, said valves receiving reciprocatory motion from a single crank to Ibe presently described, and the said ports open into annular passages 94 to 105, inclusive. Passages 100 and 101, 102 and 103, 104 and 105 are connected in pairs by passages 106, 107 and 108 (Figs. 9, 10 and 11) to the outside receivers or cross ducts 18, 19 and 20, While eccentric annular passages 94, 95, 96 and 97 (Figs. 7 to 11) are connected to the other ends of receivers 18, 19 and 20 and discharge pipe 21. Receiver 18 is preferably cast integral with the face plate 109 of the compressor. By the arrangement described air is drawn into the first stage cylinder through th'e ports 14 to 17, discharged through assage 110, to passage 94, to the first receiver 18, thence by passages 106, 100 and 101 into the second stage cylinder. After being further compressed it is discharged through passage 111 (Fig. 7), through passage 95 to second-stage receiver 19, thence by passages 107, 102 and 103 into the third-stage cylinder. After being further compressed here it is discharged through passages 112 and 96 (Fig. 7) to third stage receiver 20, Fig. 6, thence through passages 108, 104 and 105 into the fourth-stage cylinder. After compression in the fourth-stage cylinder, it is discharged through passages 113 and 97 to the discharge pipe 21. The slide valves being of cylindrical formation, covering 0pposed ports', are pressure-balanced and they are packed externally by packing rings 114, 115, 11e.

The valves all have the same travel and angular advance imparted by the valve crank 118, which, for manufacturing reasons, is preferably mounted on the fan shaft 119 and connected with the main compressor crank pin 69 by a slotted arm 120. The valve crank carries divided sliding blocks 121, 122, working in yokes 123, 124, carrying valve operating stems 125, 126, 127, 128, 129. The first-stage cylinder valve is provided with two stems, thus permitting said stems to be connected with the yoke at points sufficiently separated to comjiensate for the larger diameter of the first stage compressor cylinder and at the same time locate all of the valve stems 125, 126, 127 in the same plane. The valve stems 128 and 129 for the third and fourth stage-cylinders are brought into the same plane by providing an offset lug 13() on valve 93. All the valve stems and piston rods are provided with bushings or are metallically packed, with the exception of valve stems 125 and 126 which need not closely lit their bushings, inasmuch as this construction will permit a slight leakage of oil into the suction passage of the first stage cylinder from which it will be carried by the air for lubricating all pistons and valves in the compressor and valves of the internal combustion motors.

By virtue of the design described, the reciprocating motion of the pistons is a pure harmonic. The mass of the first and second stage pistons 73 and 74 is made equal to the third and fourth-stage pistons 75 and 76 by constructing the pistons 73 and 74 from a material much lighter than the material utilized in the construction of pistons 75 and 76. A counter\veigl1t 77 is allixed to the crank pin 69 to balance the inertia forces of the reciprocating members.

Compressor and propulsion motors.

The cylinders, piston rods and rotary valves of the propulsion and compressor engines are for constructive reasons made to be nearly identical. A description of the design of one engine applies to the other and a vertical section through the compressor engine cylinder, as shown in Fig. 3, will be sufficient for an understandingr of both. The piston in the left hand cylinder in Fig. 3 is shown in section, and from this view it will be seen that a waist 147 and a duct 148 for returning surplus oil to the crank case is provided in each piston. The cylinders, water jacket and valve chamber are preferably east integral and the rotary valve chamber is lined with a sleeve 150 so that ports therein may be accurately cut and machined, and the surfaces finished to guard against leakage and wear. Passages 149 through the cylinder heads lead to the ports in the sleeve.

Water jacket connections, inlet 190 and outlet 191, shown in Fig. 5, etc., suitable for fastening pipes to and from a radiator commonly used in internal combustion engine practice, are provided. However, other known means of cooling the combustion cylinders may be employed if desired.

A stop valve 24, Fig. 1, is provided to be closed by the operator when the engine system is to be stopped for a considerable period of time to reduce to a minimum the liability of leakage of air from drum 22. Before starting'the engine system, the operator opens valve 24, which releases the air of drum 22 to the throttle chamber 10. This throttle chamber contains two air and two fuel limiting valves 31, 32, 33 and 34, respectively, Fig. 12. Air valve 3l and fuel valve 33 operated by rod 25, constitute the throttle of the propulsion engine. Air valve 32 and fuel valve 34 operated by rod 26 constitute the throttle of the compressor englne. For a purpose which will presently appear, the ports leading to the two motors are preferably of different size, the port 178 (Fig. 16) to the compressor motor being of the same length, but one-half the width of the port 177 to the propulsion motor. The two throttles are provided with separate operating rods so that the operator may open either without displacing the other; but normally they are simultaneously displaced an equal amount by being connected to closely adjacent hand or foot levers conveniently placed for the operator; that in opening one valve, he opens automatically and simultaneously the other a like amount.

The throttle operating levers 193, 194 are shown in elevation, Fig. 34, and in plan in Fig. They are separate, but normally are linked together by hinged dowel 195 and operated as one throttle hand lever. However, they may be separately operated by displacing the hinged dowel 195 from its groove cut in the upper extremity of the levers. Each of the levers has attached thereto connecting rods 196 which transmit motion of levers to throttle valve stems 25 and 26.

Fuel is delivered to the throttle valve chamber at 27, Figs. 2 and 12, by'the pipe 28 from the pump 13, Fig. 3, at approximately the same pressure as the air in drum 22, Fig. 1. Pump 13 is supplied by liquid fuel through pipe 29 from a fuel reservoir, not herein shown, and is driven from the crank shaft of engine 2, Fig. 3, by an eccentric 30. Although this special design shows a pump for liquid fuel, this engine system, by utilizing a gaseous fuel pump, will operate equally well on a gaseous fuel; therefore, this engine is not limited to any one fuel, gaseous or liquid.

The throttle of each engine on being opened maintains a constant ratio between areas of air and fuel ports uncovered by valves 31 and 33 or 32 and 34, respectively, Fig. 12. Fuel is discharged through pipe 37 and air through passage 35 to the rotary valve chamber of propulsion engine and likewise through 38 and 36, respectively, to rotary valve chamber of -compressor engine.

The fuel and combustion supporting medium are not mixed in rota-ry valve chambers. The fuel enters concentrically into distributing tubes 39 and 40, Figs. 12, 4 and 32, which revolve with rotary valve;

While the, air enters eccentrically and is conducted through ythe concentric passages 41 and 42, Fig. 4, of rotary valves. The concentric air passage has integral therewith, radial passages which conduct the air to ports on the periphery of the rotary valves 43, 44, 45 and 46, Figs. 20, 21, 22, 23, 24 and 4. Within these radial passages a series of ducts 47, Figs. 4 and 32, conduct the fuel from concentric tubes 39 and 40, Fig. 4, to the periphery ofthe rotary valve. These ducts are cut at an acute angle With respect to their axes for the purpose of utilizing efficiently the aspiratory effect of air discharged through the radial passages to induce a simultaneous discharge of fuel from ducts.

On the periphery of these rotary valves there are located in correct sequence exhaust ports 48, 49, 50, 51, Figs. 4, 20, .21, 22, 23 and 24, which release gases whlch may be contained in cylinders of the engines. These gases are conducted through the annular passage 52, Figs. 20, 21, 22, 23, 24, disposed sinuously about the axis of the rotary valve to the annular space 55. From this space the gases are discharged through passages 56, 57, 58 to the exhaust pipe 59, Figs. 13 and 14. The sequence of these exhaust ports is such that the exhaust passages from the cylinders of the engines is closed before the pistons complete their exhaust strokes, and the gases remaining in the cylinders are compressed to a small clearance volume and to approximately the same pressure as the air in drum 22, Fig. 1.

Initially, all gases and portions ofthe engine are cool, compressed air is contained in drum 22 Which is released by the operator to the vthrottles of the tWo engines. The operator on opening one or both throttles releases fuel and air to the rotary valve. Since each engine consists of four cylinders, containing pistons connected to cranks set at 90 and since each crank receives an impulse every revolution, and since this engine is capable of a cut-off greater than 50 per cent., one admission port in rotary valve must be open to a cylinder, thereby admitting air and fuel under pressure to a cylinder, causing the engine or engines to rotate. This mixture of air and fuel is discharged as hereinbefore described through exhaust manifold 58, Figs.,k 13 and 14, wherein a spark plug 60 is located supplied With high tension electrical` energy from an external source. The heat of this spark ignites the Acombustible ases While the exhaust port is still open. ombustion started at the points of the spark plug is propagated through the passages by Which the gases are conducted, tothe cylinder space between the pistons and cylinder head. Thereby, the gases in the cylinder are raised to a high temperature. After the piston has completed the major portion of its exhaust stroke, the exhaust passage is closed by the rotary valve. The remalning high temperature gases are compressed to thel small clearance volume and approximately the maximum pressure. Now, When the piston reaches the end of its up-stroke, a combustible mixture is admitted by the rotary valve as the piston is propelled downward. This combustible mixture, on coming in contact with the gases existing in the cylinder at a temperature above the ignition point of the combustible mixture, is ignited. Combustion proceeds as long as a combustible mixture is admitted. After the piston has traveled downward an appreciable distance, the rotary valve cuts off the supply of combustible mixture and the gases expand by propelling the piston downward. A portion of the gases of combustion are exhausted as liereinbefore stated, and a portion remaining in the cylinder after the exhaust passage is closed is compressed an equal or greater ratio of compression than the gases underwent during expansion. Hence, at the end of compression the temperature of the gases remaining in the cylinder is raised to a temperature as high or higher theoretically than the maximum temperature during combustion. Therefore, when a combustible mixture is again admitted to the cylinder, ignition occurs by contact of combustible gases with a gas existing at a temperature higher than the ignition point of the combustible mixture. Thus, it is that ignition becomes inherent and automatic and that the spark plug hereinbefore specified is required only for starting the engine system.

Should the pressure at the time of starting engine system in drum 22, Fig. 1, be low, the operator opens only the throttle of compressor motor until this pressure is brought up to standard.

As hereinbefore stated the fuel is delivered by a pump to the throttles at approximately the same pressure as the air in drum 22, Fig. 1. This pump is capable of supplying more fuel than required. There is incorporated in the pump casting 61, Figs. 26, 27, 28, 29, a fuel relief valve chamber 62 and valve 63, which is held against its seat by a spring 64, adjustable by plug 65, but set for a redetermined pressure approximately equal to the pressure in drum 22, Fig. 1; such that, When the fuel pressure exceeds this value the relief valve partially opens, due to the fuel pressure above the valve, conducted from the air cushion chamber 66, through passage 67, thereby maintaining constant the fuel pressure on the throttle by allowing a portion of the fuel to be returnedA to the suction of the pump through passage 68, thereby releasing the surplus supply.

Therefore, by maintaining the fuel prespressure on the throttles increases the pro-v portion of fuel to air, due to relatively increasing the fuel head. Hence, the inherent regulation of this fuel system is made also automatic.

Further, it may be observed that under starting conditions, the air pressure in drum 22, Fig. 1, is likely to be lower than normal and therefore cause a greater ratio of fuel to air. This condition is favorable for starting ignition.

The fuel and lubricant pumps are incorporated in the same casting. The plunger of the lubricant pump 131, Fig. 3, draws lubricant from the reservoir 132 through the removable screen 133 and short passage 134 lifting the ball valve 135. From the plunger chamber the lubricant is discharged into ball valve and cushion chamber 136, Fig. 28, from which it is conducted to the compressor crank case through pipe 137. The cushion chamber dampens pulsation in pipe 137. Lubricant is then circulated by splash of reciprocating members to the crank case of engines 1 and 2, where, by the same system, all wearing surfaces are thoroughly lubricated. Finally the lubricant is returned to reservoir through passage 138, Fig. 6.

The fuel pump plunger 139, Fig. 3, draws fuel from a reservoir not herein shown, through the suction cushion chamber 140, Fig. 26, discharges into ball valve and cushion chamber 66, then into pressure fuel pipe 28, Fig. 2, to throttle chamber, and into fuel relief valve chamber 62, Fig. 27 which discharges back to the suction, as'clearly shown by the Figs. A26, 27, 28, 29.

The plun ers of both pumps are driven by eceentrics displaced 180 on the crank shaft of the compressor engine, shown in Fig. 3; and since they are required to operate at high speed, the plunger travel is small. Also, since the fuel pump discharges against a high pressure, clearance volumes are minimized by concaving the end of plungers to follow over ball valves.

The crank 4shafts of the propulsion and compressor engines 141, 142, respectively, Fig. 6, each carry four cranks displaced 90, from each other.' Each of these crank shafts is forged in one piece and may be supported by two or more bearings. Crank shaft 142 also carries the compressor crank, counterweight and crank pin forged integrally therewith. The driving end of crank shaft 141 has keyed thereto the first member of a universal coupling for flexibly attaching said crank shaft to a propeller shaft similar to that utilized for motor vehicle propulsion. However, this engine is adapted to other uses which require other forms of power transmission.

Since each piston of these engines receives a power impulse every revolution transmitted through connecting rods to cranks set at 90, there is no dead center and the torque is nearly uniform 4throughout one crank *revolution Also, since the compressor cylinders are set at 90, with each other and the same amount of work is done in each cylinder, the counter-torque of the compressor is nearly uniform throughout one revolution. Therefore, fly wheels are not required on either crank shaft.

An oil reservoir 132, Fig. 3, filled through tube 144, Fig. 2, is incorporated with the lower portion of this crank case. Also there are provided oil troughs under each crank by ribs 145, Figs. 3 and 2, which retain oil under cranks when the engine is in an inclined position.

A machined surface 146 is provided for bolting thereto a propeller shaft housing. The lower half of the crank case is rigidly bolted to the upper half forming thereby with propeller shaft housing, a dust tight casing completely inclosing all wearing parts of this engine.

Rotary valves.

The rotary valves of each engine are identical. They are driven by chains from their respective crank shafts, but may be driven by any other suitable means. These chains run in a bath of oil and are thoroughly inclosed from dust by casings clearly shown in these drawings. These chains drive sprocket wheels 151, Fig. 12, with grooved hubs to accommodate feathers 152 of valve stems 153, so that while the sprockets rotate in the same plane, the valve stems are free to be axially displaced. The valve stems are shrunk or otherwise rigidly fastened to the rotary valves and metallic packing is provided in glands 154 to minimize leakage. All parts are thoroughly lubrlicated by the chain running in a bath of o1 As hereinbefore described, the working fluids are admitted through throttles to the valve chambers at 35, 36, 37 and 38. On

being opened the throttle of the compressor As hereinbefore stated, the valve is free to move axially. Therefore, the rotary valve will be moved axially until the product of pressure and area at each end is identical. The air at end 159 has no means of escape,

' while air admitted at end 160 may escape vat to the cylinders of theengine through admission ports. Therefore, the pressure at end -159 is the pressure in drum 22, Fig. 1, and the pressure at end160 is slightly less, hence the valve will maintain itself in equilibrium by an axial displacement in the direction 159 to 160, or vice versa, until ports in said valve are open to the cylinders of the engine sufficiently long to reduce pressure at 160 to a value slightly less than at end 159. To avoid friction, should the valve move to a position where it would be liable to work against the valve chamber head at the throttle end, port 189 is uncovered by the valve to pipe 188 which equalizes pressure at opposite ends of the valve.

The admission ports in the rotary valve, Fig. 25, and the portsin the valve seat are triangular in shape and must have all sides parallel and be analogously displaced, with respect to each other, as the lines of a rectangle divided by a diagonal with hypotenuses coincident therewith. The admission edges of these ports are the axial lines; the cut olf edges are the oblique lines or hypotenuses. Therefore, admission is not altered by an axial displacement of the rotary valve, but cut-off varies directly as axial displacement. Thus, the period of admission varies directly as the axial displacement of the rotary valve. Therefore, it follows that an opening of the throttle increases the period of admission until the rotary valve is displaced axially to a point of equilibrium,- and that a decrease in throttle opening causes a decrease of the period of admission to a point of equilibrium. Hence, the engines operate at a constant initial pressure and with automatically controlled variable cut-off. Moreover, the maximum cut-off is of suflicient range that 'one of four pistons may receive a power impulse in any position of the crank shaft.

The rotary valve also carries in correct sequence rectangular exhaust ports 48, 49, 50, 51, which, in any axial displacement of the rotary valve overlap in correct sequence the triangula-r ports in the valve seat, thereby releasing the exhaust gases as hereinbefore described.

These rotar valves may be lubricated by lubricant in t e fuel 'or in the air from the com ressor, or by any usual or desired lubricating means.

Means are herein provided for altering the timing of the rotary valve of the propulsion engine, and the sequence of port openings with respect to crank positions, that make this engine reversible, as follows:

The sprocket 163, Figs. 2 and 6, is rotated at half the speed of the engine crank-shaft by means of differential gears 164, but said sprocket is twice the diameter of the valve sprocket. Bevel gear 165 is fast on the crank shaft and imparts rotation to the sprocket 163 through differential gear 164, while bevel gear'166, is loose on the shaft but fast to spur gear 167, which meshes With spur 168 which is controlled by the operator through suitable means attached y to shaft 169 outside of the crank case. Thus,

by rotating shaft 169, the operator may \change the relative position, at any time, of the rotary valve with respectv to the crankshaft. y

A piston three-way valve 170, Figs. 16 and 19, is incorporated in the throttle valve chamber casing. Normally, this valve covers port 171 and opens duct 172 from port 155 to pipe 173 to the stem end of rotary valve chamber. The operator, by displacing three-way valve so as to close duct 172and open duct 171 to pipe 173 to stem end of rotary valve chamber thereb equalizes the pressure on each end of sai rotary valve;

and thus destroys the equilibrium of the rotary valve and causes it to be displaced axially toward its stem end until maximum cut-oftl in available. It is essential that the rotary valve be displaced axially to the position of maximum cut-off when the engine is reversed. When the engine is reversed, cut-off is invariably at a maximum.

Throttle valve.

' ing to parts of the engine hereinbefore described. Self-seating on this sleeve, two sectors 179, 180, capable of axial displacement (by means of rods 25, 26 and shoulders thereon engaging slots in sectors) are provided for covering the aforesaid ports. Rods'25, 26 also carry taper fuel valves 33, 34, which open simultaneously with air valve sectors by axial displacement, as clearly shown by drawings. The ta er of these fuel valves is of such a nature t at at any throttle lopening, the ratio of the fuel port to air port is constant. Since the two fluid pressures are approximately the same and the fluids kare delivered to the same destination, packing is not re uired at points 131, 132.

Since (die pressure within the air chamber acts upon rods 25, 26, the throttles automatically close unless held open which is a desirable condition.

The fuel valve seats 183, 184 are threaded into chambers 185, 186 which are integral 

